Railway vehicle



Feb. 24, 1942; R. N. JANEWAY RAILWAY VEHICLE Filed Oct. 1, 1958 4 SheetsSheet l mm 3 e Qwn O O v MN mm 0 O Ill 0 0 \\\\v/\ l o A I! I I. v mm w -54. mm mm 3 mm INVENTO ROBERT c/A/VEWAY k l l l l ql m BY flair 2441? ATTORNEYS.

Feb. 24, 1942. R, N, NEWAY 2,274,484

RAILWAY VEHICLE Filed Oct. '1, 1938 4 Sheets -Sheet 2 r 'I' 12.1 a 120 7 11V VENTOR ROBERT N. dflA/EWAY A TTORNE KS 4 Sheets-Sheet 3 m m H 4 mm h \V.\ N I mm A rw mww .3 6L 0 d N km N k N 2 %m w% @3 R. N. JANEWAY RAILWAY VEHICLE Filed Oct. 1, 1938 Feb. 24, 1942.

ROBERT RAILWAY VEHICLE Filed Oct. 1, 1938 4 Sheets-Sheet 4 INVENTOR ROBERT M c/A/VEM/fly BY v v A TTORNE Y8.

Patented Feb. 24, 1942 RAILWAY VEHICLE Robert N. Janeway, Detroit, Mich, assignor, by

' mesne assignments, to

Railroad Rolling Stock Patents Corporation, a corporation ofDelaware Application October 1, 1938, Serial No. 232,756 4 Claims. (01. 105-190) My invention relates to railway vehicles and it has particular relation to the construction ofrailway vehicle trucks.

One object of my invention consists in providing, a novel type of railway truck construction which provides improved riding qualities in the car body supported thereby. I,

\ Another object is to provide a truck'construction in which full advantage is taken of th use of a truck frame suspended'onswing links and, at the same time, the secondary reaction, result ing from having the mass of the truck frame suspended intermediate the equalizer springs and the bolster springs, is eliminated. A further object of my invention consists in providing a novel type of truck construction in which but a single set of springs is employed and in which the unsprung weight isreduced to a minimum.

An additional object of my invention consists in providing a. truck construction in which side frames carry the wheel load and all vertical and lateral forces transmitted .therefrom to the truck frame mustbe transmitted through the main supporting springs. A

' For a better understanding of my invention ref-- erence may now b had to the accompanying drawings, in which:

View being taken along line X-X thereof. Fig. 11 is a plan view of the two side frames with their interconnecting means, and h Fig. 12 is an enlarged detail cross-sectional view illustratingthe means for securing the springs to the side frames and truck, frame.

In the structure illustrated a car body It is supported adjacent each end upon a front truck II and arear truck l2, the car body having carbody bolsters which are provided with center V bearing members which fit within and rest upon a center bearing member ll of each truck. The centerbearing l4 rests upon a truck bolster l5 which extends laterally centrally of the truck.

At each end of the bolster I5 is provided a longitudinall'y extending member. IS on which the bolster rests and which in turn is supported at each end upon a swing link IT. Th swing links I! are pivotally mounted upon a truck frame I8 as illustrated at H. The truck frame It! comprisestwo spaced relatively heavy transversely extending members 20, generally known as transoms, the ends of which are connected together by means of an arcuaterigid end portion 2|.

The swing links l1" are pivotally connected to the transom members 20 adjacent the ends thereof and the transom members 20, through the agency of the arcuate end member 2|, which the view being partially in side elevation and Fi 1 is a plan view of a porti n f a railway projects laterally beyond the ends of the transom truck embodying certain of the features of my members proper, rest upon a pair of elliptical invention. leaf springs 22 and 23,. as best shown in Fig. 3.

Fi 2 is a V w f the structure s wn ni The lower portion of the springs 22 and 23 rest upon a lower portion. of a side frame member partially in cross-section, the second being taken 25. The side frame member" 25 is Provided with} along the line II-II of Fig. 1.

Fig. 3 is a transverse vertical. cross-section of the structure shown in Figs. 1 and 2, the view being taken along the line IIF-II I of Fig. 1.

Fig. 4 is a view, partially inside elevation and partially in section, the sectional portion representing a vertical cross-sectionthr'ough one of the wheel axle bearings.

Fi 5 is a vertical cross-sectional view of the wheel axle bearing illustrated in F g. 4, the section being taken along line V-V thereof.

Fig. 6 is a plan view of the central portion of the car truck frame. 1

Fig. '7 is a cross-sectional view of the structure illustrated in Fig. 6, the view being taken along the'line VII:VH thereof.

Fig. 8 is'a side elevational view of an entire railway car embodying my invention.

Fig- 9 is a side elevational view of a side frame. f Fi 10 is a Gross-sectional view thereof, the

'f" an upper portion 26, which is spaced from the lower. portion 24, throughout the major portion of its len th. but-the two portions are integral,

.being imited at the ends of the side members, as shown at 21, to provide a sembcircular supporting member -28, as best shown in Fig. 9. The semi-circular members 23 rest'upon a bearing housing 29 in a manner to be hereinafter described and, through the ageny of axle bearings; 3|. transmit .the load carried thereby to an end parent that'all the weight of the car body and all the weight of the truck with the exception of the side frame; members, the wheels and the' axles, rest upon the springs 22 and 23 and there are no springs disposed'in the weight supporting chain between the springs-22 "and 23 and the 2 car body, thus eliminating the creation of a relatively heavy mass of material mounted between two sets of springs, as is customary on most passenger car trucks, and which is conducive to the transmission of secondary vibrations to the car above the level of the truck bolster. The bolster i5 is composed of a fabricated sheet metal construction as illustrated at 36 in Fig. 2, so as to provide lightness without sacrificing strength. Adjacent each end of the member 35 is an integral extension 31, on the outer end of which are rotatably supported the usual rollers 38 which engage the car body bolster to prevent angular tilt of the car body with respect to the bolster.

As previously stated, the transom members 20 are connected together at their end portions by means of the outwardly extending arcuate interconnecting portion 2|.

termediate their ends by means of a relatively light frame member 40 secured thereto by means of reinforcing plates 4|, the reinforcing plates extending toward the ends of the truck and these portions of the plates assist in securing to the transom members 20 additional relatively light frame members 42 and 43, extending forwardly and rearwardly, respectively, from the transom members. The outer ends of each pair of forwardly and rearwardly extending members 42 and 43 are secured together by means of a relatively light transversely extending frame member 45. It will be noted that the portions 42 and 43 of the frame membefdonot serve to transmit any of the weight of the car body or truck frameto thewheels but instead serve. only as a support for the wheel brake mechanism and as a thrust link anchorage, as will be described .in detail later.

The swing link mechanisms are all alike, each comprising a swing link I! pivotally connected to a transommember 20 by means of a pivotal connection I9 and connected to the bolster supporting arms I6 by what might be known as a rounded knife edge joint permitting relative movements between the link I1 and the arm I6 in both a transverse and longitudinal direction.

In addition, as best shown in Fig. 6, they are connected together in-.

any swinging movement of the link longitudinally of the truck frame will cause rotation of the arcuate surface 9| in the arcuate-groove 90 in the pin 86. The transom members 20 are cut away a suificient distance on each side of the link H to permit limited swinging movement in a di-- rection longitudinally of the truck frame, as illustrated at 92. The contacting surfaces 9| and 90, and the bearing members 81 may be lubricated in any desired manner so as to permit freedom of movement therebetween. The are of the lower surface of the member 9| is of a smaller radius than the arc of the notch 90 so that the member 9| will roll in the notch 90 practically free of friction.

The side frame members 25, comprising the integral upper portion 26 and lower portion 24 each consists of two substantially similarly shaped pressed metal members welded together throughout their lengths. 'As best shown in Fig. 10, the upper portion 26 of each of the pressed metal members is substantially semi-circular in crosssection, as illustrated at 96 and the lower portion 24 is of U-shape section as indicated at 91. A centrally disposed vertically extending metallic web member 95 spans the portion 24 and 26 and is Welded thereto, the web member extending throughout the major portion of the length of the side frame member, as best shown in Fig. 9. The web member 95 is provided with a centrally disposedv opening I00 through which the curved end portion 2| of the transom members 20 extends so as to rest upon the leaf springs 22 and 23 which are disposedQone on each side of the web member 95 of the side frame 23, as best shown in Fig. 3. The opening I00 is sufliciently large to permit vertical movement of the transom connection 2| between the upper and lower portions 25 and 24 of the side frame members as the springs 22 and 23 are compressed or expanded by reason of irregularities-in the rail surfaces.

As the springs 22 and 23 constitute the only support of the truck frame of the car body it is apparent that the lower portions of the springs should be rigidly clamped to the side frame and.

the upper portions should be rigidly clamped to the extension 2| of the transom members 20. As best shown in Fig. 12', the central portions of the springs 22 and 23 are'clamped to the transom end 2| by means of thebrake rigging supporting plate 48 which is Welded or otherwise suitably secured to the transom end 2|. To the inner edge of the underside of the plate 48 is rigidly secured a stay block or abutment I05 against The pivotal connection I9 comprises the'upper end of the swing'link I1 provided with an opening of greater diameter than a journal pin 86 which fits thereinto, as best shown in Fig. '7. The journal pin 86 is rotatably mounted in suitable bearing members 81, supported in bearing supports 88, securedwithin downwardly extending sides 89 of the transom members 20, which are of box section, so that the pin 86 is free to v rotate therein.

The pin 86-is provided with a transversely ex tending arcuate notch 90 within which is adapted I to rest a member 9I'having a lower edge-of arcuate cross-section, constituting,the upper portion of the link H. .The notch 90 extends transversely 'of the truck frame as does the arcuate portion 9| so that any swinging movementof the link I! t'ransversjelypf thetruck frame willcause rotationof the pin 88in the bearings 81, and,

which spring 22 fits and a spacing block I 06 is disposed between the springs 22 and 23. A second stay block or abutment I0! is secured to the plate 48 on the outer side of spring 23 inspaced relationship thereto. The block I01 is provided, on the side adjacent the spring 23, with an inclined face which is engaged by-'a corresponding inclined face of a wedge block. I 08 disposed in.engagement with the spring 23. Bolts I09 attached to' the wedge block I08 and extending through .the plate48 enable one to pull the block towards K the plate 48, whereupon the inclined faces of the blocks I01 and clamping engagement with the spacing block I06, the spring 22 and the stay block I05, with any desired pressure- The spacing block I05 is disposed within and extends through an opening I I0 in a reinforcing member I II welded or otherwise secured to the bottom of the plate 48.

Thelower portions of the springs "22 .and 23 are secured to the side frame 25 in a similar man- I08 move the'spring 23 into extends beneath members 91,

' L-shaped cross-section,

purposes.

By reason of this construction all inertia forces are transmitted through the springs 22 and 23, which thus serve as a cushioning device with respect to longitudinal forces tending to accelerate or decelerate the train, and to lateral forces caused by irregularities in the rail surfaces as well as the normal vertical forces, so that these springs act somewhat on the principle of a Hotchkiss drive. In ordertopermit the springs to serve as a cushioning member with respect to forces transmitted longitudinally of the truck frame it is necessary that some relative movement of the side frame and truck frame with respect to the truck bolster be permitted, and

it is for this reason that the swing links I! are provided with pivotal connections at both ends permitting, swinging movement thereof in direcj tions longitudinal of the truck frame as previously described.

The upper and lower members 26 and 24 embody an arcuate portion H which servesto partially enclose an annular flexible member H6. The semi-cylindrical members 96 are straightened out at th'eir ends to form members III of 4, and beside each of them is secured a semi-circular pressed metal member II8 of L shaped cross-section. The portions III and H8 are welded to a semi-circular plate 9, and are provided with integral lugs I20, adapted to receive bolts I2I, by means-of which a semi-circular reto which it is welded for reinforcingas best illustratedin Fig.

inner bearing race I3I the bearing are constantl immersed in oil. The is provided with an oil throwing sleeve I33 which picks up oil at the lowermost point of its travel and throws it outwardly into an opening I34 disposed in the upper part of the stationary housing I 23. An oil duct I35 carries the oil by gravity from the opening I 34 to the upper part of the bearing so as to constantly bathe those rollers which are, at the moment, in the uppermost position with oil.

The bearing housing I28 is provided, at one annular flexible members I39 each comprising taining member I22 is adapted to be secured thereto, the members I22 constituting the lower half of a circular enclosure and the members 3 H9 constituting the upper half thereof.

Within the annulus formed by the members H9 and I22 is disposed the flexible member I I6 which comprises a plurality of end plates I23 and center plates I24 having annular rubber members I25 thereto. Each of the end plates I23 has an outer diameter which is greater than the outer diameter of the central plate I24, and the center plat I24 has an inner diameter which is smaller than the inner diameter of the plates I23. The

rubber members I25 are vulcanized so as to'hold the two end plates I23 and the center plates I24 vulcanized or otherwise suitably bonded in a single integral unit of which the metal rings are kept out of contact with each other. The

inner peripheries of all-of the centerplates I 24 are uniform in diameter and are adapted to flt over and retain an annular bearing h'ousing I28 and the end rings I23 are of uniform external diameter and closely engage the semi-circular members II 9 and I22 so as to support the bearing housing on the members H9 and I22 but outof metallic contact'therewith.

Within the housing I28 are disposed annular roller races I29 which are adapted to be engaged by a plurality of tapered rollers I30 which likewise engage inner bearing races I3I which are secured to and rotate with the wheel axle 3|.

,The housing I 28 is closed, at its outer end, by

means of a housing end plate I32 bolted thereto.

and is adapted to contain oil or other liquid luor otherwise secured to the plates I40. The rubber members I prevent any metallic contact between the semi-annular members H8, H9 and I22 on the one hand and the flanges I36 and I31 and at the same time permit a certain degree of flexibility therebetween longitudinally of the wheel axle 32. Disposed intermediate the flange I36 and the annular flexible member I39 is disposed a ring I50, made in two semi-circular parts and bolted together to form an annulus. This ring, when pulled into place by its bolts, serves to force the flexible member I39 into close fitting engagement with the rings I33 and the flange I31 and cause the flexible members tocarry a portion of th vertical load in shear. I When the ring I is removed, by loosening its bolts, the

various parts are no longer held rigidly in place and may be disassembled or adjusted.

The rubber members I25 prevent metallic contact between the axle housing I28-and the semicircular supporting structures H9 and I22 and at the same time permit a certain amount of resilient movement therebetween in a vertical direcsprung load leaving only the wheels, axles, wheel bearings and bearing housings to constitute the unsprung load.

In order to eliminate the possibility of incorrectly assembling the bearing housing within the semi-circular .members II 9 and I22 I have provided theflange I36 with two small spaced lugs I43 at its uppermost point and have welded or otherwise suitably secured a metallic finger I44 to the upper side of the 'L-shaped member H8, as best shown in Fig. 4, 'which is adapted to fit between the fingers I43, it being essential that the opening I34 in the housing I26 be at all times assembled in the uppermost position possible so as to provide the proper feeding of oil to the upper bearings.

" The ring member I50, the inner surface of which constitutes the flange I36, is composed of of the bearing housing on the other hand properly positioned within the opening inthe side frame. When it is desired to remove or replace the bearing member the bolts I 5I are re-;

moved, thus permitting the readily dis-assembly of the entire structure.

In order to further eliminate the transmission of noises and vibration from the truck to the car body I have found it advisable to insulate the bolster I5 from the bolster supporting member I6. As best shown in Figs. 2 and 3, the bolster supporting member I6 extends longitudinally of the truck and each end extendsdreely-through an opening in the bottom of one of the swing links I1. The bottom portion of the opening in the swing ling represents an are drawn about an axis extending longitudinally of the truck and a vertical cross-section of the swing link through the opening would show a lower surface I60 of A similar pair of links are disposed on the other side of the bolster.

In Fig. 11 is illustrated a means of tying together the two side frame members by means of two parallel transversely extending links I80,

' each of which is connected to the side frame arcuate contour, representing an arc drawn about an axis'extending transversely of the truck. The ends of the bolster supporting member are provided with notches of similar contour and crosssection, thus permitting universal movement of the bolster supporting member I6 on the swing links I1.

Resting on the bolster supporting member I6, which is provided with an upper edge I6I of arcuate cross-section is a metalic pad I62 having a longitudinally extending groove of arcuate crossmembers adjacent their bottoms by a joint I 8 I which permits universal movement in all directions to a limited extent. This is accomplished by a loose-fitting pivotal connection which permits a limited amount of movement in all directions between the side frames 25 and the links I80 but maintains the two oppositelydisposed side frames substantially parallel.

From this description it will be apparent that there is no metal to metal contact between the wheel axles and the load carrying side frames and that any noises or vibrations transmitted therethrough to the side frames must first pass through layers of rubber adapted for the purpose of eliminating such vibration and deadening such noises. In addition, all forces which are transmitted to the side frames from the wheel axles must again pass through the elliptical springs 22 and 23 before they may be transmitted to swing links H adapted for movement both longitudinally and transversely of the truck frame thus serving to further eliminate disturbances section in its bottom surface adapted to fit over and rest upon the arcuate surface I6I toflpermit a slight rolling action thereon. The metallic pad I62 is provided, on its upper surface with a plurality of integral small upwardly extending nipples I63 which extend into suitable openings I64 in the bottom of the bolster I5 to prevent any possibility of relative displacement thereof.

Disposed intermediate the metalic pad I62 and the bolster I5 is a member I65 which covers the Y top and sides of the pad I62 and extends upwardly around the nipples I63 into the openings I64 in the bolster I5. 'The member I65 is composed of some suitable flexible insulating nonmetallic material, preferably of a laminated rubbar and fibrous material such as that now known as Fabreeka, and serves to insulate the bolster and the bolster. supporting pad. The resilient member I65 is preferably enclosed within a metal casing I66 in order to protect it and shims I61 may be inserted between the member I65 and the casing I66 in orderto providethe correct coupler height if desired.

Also, I have found it desirable to employ shock "absorbers to dampen any lateral movement between the bolster and the truck frame. As shown in Fig. 3, I employ two shock absorbers I16, disposed one on each side of the bolster I5,

. found to be undesirable.

which might otherwise be transmitted to the car body.

It has been my experience that if the springs 22 and 23 of thetrucks II and I2 are identical in stiffness and in the load normally supported thereby, or if the loads differ and the stiffness is proportional to the loads, so that their natural period of vibration is the same, there is .a prob-.

ability of a synchronism of movement developing in the two ends of the car, which necessarily constitutes a rigid body connecting the two springing mechanisms, which may built up to uncomfort Assprings of able or undesirable proportions. this character may be secured of various degrees of stiffness I have found it desirable to employ in the trucks II and I2 springs which bear a slightly diflerent relation to the-load supported thereby so that the static deflection thereof will differ at least ten percent, but preferably more, so as to prevent the development of synchronized movement between the two ends of .the car wh ch difference produces natural rates of vibration sufliciently different that any movement of one end of the car tends to interfere with arid break up any regular'movement of the other end of the car, thuspreventing synchronism of movement between the two ends of the car which I have I have found that a difference in natural period of vibration between a the ends of five percent or more will accomplish and bolted thereto, each provided with an arm I1I pivotally secured to a radius rod I12 which,

in turn, is pivotally secured to the adjacent transom members 20.

In Fig. 1 are also shown two thrust links 115,

secured at their adjacent ends to a bracket I16 mounted on top of the bolster member I5 by means of a universal ioint I11. In like manner the opposite ends of the thrust links are secured to the truck frame by means of universal joints I11 which are secured, through a rubber draft member I18 which is secured to the truck frame,

the links I15 serving to take longitudinal thrust between bolster and truck frame, without introthis object.

Although I have illustrated but one form of my invention and have described in detail but a single application thereof, it will be apparent to those skilled in the art that my invention is not so limited but that various modifications and changes may be effected therein without departing from the spirit of my invention or from the scope of the appended claims.

I claim: 1; In a railway car truck, a pair of laterally spaced longitudinally extending spaced sheet metal side frames having'wheel axles rotatably' mounted thereon adjacent the ends thereof, each side member comprising a top and a bottom ducirg friction to restrain free lateral movement member spaced throughout the major portion 01 "their lengths and secured together adjacent the ends thereof, said top and bottom members each comprising a closed hollow member in cross-sec-' tion, a zntrally arranged vertically disposed 1ongitudinally extending web member interconnectingsaid top and bottom members and extending lengthwise thereof continuously between said axles, said web member being provided with a centrally disposed opening for the reception of a relatively movable transversely extending supporting member, and a pair of longitudinally ex- On said bottom memberiand disposed one on each side of said web member, and-means for clampingly engaging said'leaf springs comprising abutments disposed on opposite sides of the two sets of springs, spacing 'means engaging both sets of springs and passing freely through said web, and

tending leaf spring members resting centrally on said'lower member, one on each side of said web member, said leaf spring members being adapted to resiliently support said supporting member.

2. In a railway cartruck, a truck frame, a straight cylindrical pivot pin rotatably joumalled in said truck frame and disposed longitudinally thereof said pin having a transversely extending arcuate notch on one side thereof, and a swing link provided with an opening at one end there- 4 of adapted to flt over said pin and rest in said notch, the-portion of said link engaging said notch in said pivot pin. I

3. In a railway car truck, a pair of laterally spaced parallel. side frames having wheel axles mounted thereon adjacent the ends thereof, each side frame comprising longitudinally extending top and bottom portions and a vertically disposed web member interconnecting said top and bottom portions, a pair of leaf springs mounted a wedging member adapted to engage one of said abutments and one of said'springs to force said springs, spacing member and opposite abutment into clamping engagement with each other.

4. In a. railway car truck, a pair of laterally spaced side frames having wheel axle journals mounted thereon adjacent the ends thereof, each of said side frames comprising two substantially similar oppositely disposed sheet metal side members each having a centrally arranged cutaway portion and having its free edges turned .notch being arcuate in vertical cross-section and of smaller radius than the radius of the arcuate disposed sheet metal side members andterminating short of the ends thereof, said sheet metal web member being provided with a centrally arranged opening adapted to receive a truck bolster supporting member. v

- ROBERT 'N. JANEWAY. 

